Shaft and harness buckle.



No. 645,064. Patented Mar. I3, |900.

J. R. BOYD.

SHAFT AND HARNESS BUCKLE.

(Application led Apr. 19. 1897.)

(No Model.)

I/l/TNESSES llivrrnn STATES 'lA'rErrrV OFFICE.

.TOIIN It. BOYD, OF CINCINNATI, OHIO.

SHAFT AND HARNESS BUCKLE.

SPECIFICATION forming part of Letters Patent No. 645,064, dated March 1.3, 1900. Application filed April 19, 1897. Serial No. 632,727. (No model.)

To @ZZ whom, it' mayoncern:

vBe it known that I, JOHN R. BOYD, a citizen of the United States, and a resident of the city of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Shaft and Harness Buckles, of which the following is a specification.

The primary general object of my invention is toprovide a simple and durable mechanism intermediate between the harness and the shaft and which shall be readily attached to the shaft, thereby coupling the harness to the shaft, and which when attached shall remain attached until detached by human agency and which shall be in the latter event readily disconnected from the shaft.

Another object of my invention is to produce a` mechanism which shall in no wise come in Contact with the horse.

Still another object of my invention is to provide means whereby this connection of the harness to the shaft shall not operate to compel the horse to pull the vehicle by the saddle, but, on the contrary, shall leave the saddle as free as if traces were used in con-` nection with a singletree.

Other objects of my invention will be hereinafter apparent.

The several features of my invention and the various advantages resulting from their use, conjointly or otherwise, will be apparent from the following specification and claims.

In the accompanying drawings, making a part of this specification, Figure l represents an elevation of a mechanism and of a part of a shaft to which said mechanism is conneeted. Fig. 2 is a View looking down on -this mechanism, all of the latter above a plane passed through the dotted line 2 2 of Fig. l being removed to disclose certain parts of the construction. Fig. 3 is a longitudinal sectional View of the latch similar to that shown in Fig. 2, but showing the latch open, (unlocked,) whereas in Fig. 2 it is shown as locked. Fig. 4. is a top view of the spring mechanism and a part of that hinge which connects the same to the buckle. Fig. 5 isa side elevation of the buckle or main framepiece of the devices in question. Fig. 6 is a vertical section of the buckle and latch-catch with hook, on a diminished scale, taken in provements belong in general to that class of attachments which draw the road-vehicle by the shafts and dispense with the singletree and the shaft-tugs, which latter are attached to the bearing-straps of the saddle in the old-style harness. My invention therefore has in common with the prior devices of its class the following advantages: It effects a saving in the use of shaft-harness. It prei cludes the wearing of the trace, which oe-A curs when singletree and trace lconnected thereto are employed. It prevents the wearing of the tugs by the shafts, and vice versa.

Thereby the duration of the harness and shafts is greatly lengthened. It also prevents the rocking to and fro of the four wheels, which is caused by the old-style hari ness by virtue of pulling from the center of the singletree.l This is a great advantage, because with the old style of harness the horse pulls from the center of the singletree, and if either wheel strikes a resisting substance it is necessary that the same weight or power is pulled against the wheel not obstructed as the one which is obstructed, thereby resulting in a shake-up of the horse, a shaking up of the shafts, and the rattling of both wheels at the expense of the fifth-wheel. It is also to be noted that by the draft directlyfrom and by the shaft in the vicinity of the verticalI plane of the saddle a horse in pulling a buggy has twenty-eight percent. greater power o f draft than he would possess by the old-style harness. In pulling by the old-style singletree there is necessarily some pressure on the horses back, as the tree when pulled presses down the forward portion of the shafts, and they in turn through the medium of the saddle-straps pull the saddle down on the horses back.

4 In the class of devices to which myimprovements belong there is absolutely no weight whatever on the horses back, as the shafts are always lifted slightly upward.

.In descending hills, where the old style of IOO harness is used, there is a strong tendency of the front end shafts to fly upward, due to the fact that the holdback-straps are attached to the shafts near the flank of the horse and when the horse is sitting on the breeching they (the shafts) are naturally thrown upward, rendering a strong undergirth absolutely necessary.

When the draft-harness buckle having the backing-straps (breeching) is fastened to the shaft opposite the saddle, as in the class of constructions in which my invention is included, the shafts are held on a level when descending hills, precluding the possibilities of their flying upward and rendering the presence of the undergirth unnecessary.

Still another advantage resulting from the attachment of the draft and backing connections to the shaft at or near the saddle consists in the fact that with such connection the pulling is from near the free end of the shaft, thus giving a long leverage, whereas in the vold way the horse is compelled to press' the shafts around the shoulders, at the same time pulling from the center of the singletree, which necessarily pulls as much against one wheel as the other.

In all of these advantages my invention participates, and it enjoys some of these advantages in a greater degree than in other prior devices of its class. These increased advantages and other and most valuable advantages which my invention and its features possess over anything and everything that has precededit will be fully hereinafter set forth.

I will now proceed to describe my invention in detail.

A indicates the main frame, constructed as follows: In practice the length of the upper bar A2 is substantially parallel to the ground, and the saine is true of the lower bar A3. The middle portion has a bar A4, which forms the pivotal connection with the hereinafter-described elastic or spring connectionl S, intervening between the main frame or buckle piece A and the strap WV, which is connected to the hanne or breast-collar. This main frame has a bar A5, adapted to receive and engage with the catch D, hereinafter described. The bars A4 and A5 are connected to the bars A6 and A7 of the frame A. The bars A4 and A5 are at right angles with the line of the shaft, as it is in this direction the draft from the horse is exerted. The bars A4 and A5 are therefore at other than a right angle with the bars A2 and A3. The bars A2 A3 are connected with the parts Ai and A7 by suitable end pieces, as A and A10. In the rear of the main piece A is the bar or piece A12, parallel to bar A3, and this piece A12 receives the rear end of the latch. The rear end of the main frame or buckle A is provided with an extension A6 A7 A13, and to the bar A13 is connected the strap T, which is connected to the backing-straps. To prevent the line of attachments consisting of the strap NV, spring connection S, main frame A, strap T, and the backing-straps from sagging down at any time, either when connected with the shafts or disconnected therefrom, I provide the suspensory device B, having buckle for connection to the saddle-strap B2 and extension B3, whose sides embrace the rod A2 of the main frame A and carry the grooved roller B4. lIt is on the latter that the rod A2 of the main frame rests and slides. Below on the lower rod A3 of the frame A is a roller C4, journaled in parallel pieces of extension C3, connected to loop C2 or other device, whereby the entire device C is connected to the undergirth or belly-band. It is on the roller C4 of this device C that the rod A3 of frame A runs. This sliding bar of the buckle, in combination with the roller or wheel, works as easily as required and precludes positively the possibility of any and all weight being placed on the horses back in going downhill. The sliding bars are arranged as shown, so that the bearing-straps of the saddle will slide either forward or backward, as may be required, to alleviate entirely any pressure or friction on the horses back. These advantages also in ure in relation to the undergirth as it is attached to similar sliding bars. No pressure from the shafts is therefore coni municated to the belly of the horse.

It will be observed that the location of the.

bars A2 and A3 horizontally enables them to best serve the purpose of relieving the saddie and undergirth f rom pulling strains and that the location of the rods A4 and A5 and A13 at an angle to the verticalviz., at right angles to the line of draftbest subserves the purpose of a draft on the horse in the line of the shafts. l

I provide the extension A6 A7 A13 at the rear of the buckle and make it of soinelength, and thus assist in keeping the side harness away from the horses side when the latter is backing. l v

The connection between the buckle A and the front strap WV is made by the spring attachment S. This attachment consists of a frame having the bars S2 S2 connected at the front end to the cross-piece S3 and to the rear end and the hinge cross-piece S4 pivotally connected, as aforementioned, to the pivot brace-rod A4. On the bars S2 slides the cross brace or bar SG, and to the latter is a bar S7, slidable through bar S3 and connected at its rear end to the cross-brace S4and at its front end to the link S7, to which the strap W is attached. The brace SG is slidable on bars S2 S2. Each of the bars S2 S2 and S5 carries a coiled spring S3, and these springs lie between the cross-bars S3 and SG. /Vhile the horse is drawing the vehicle, the strap W, pulling on the bar S3, draws the bar S3 forward against the springs S3 and compresses them more or less, according to the weight of the vehicle, its load, and the resistance of the road.

It is to be noted that the rear end side of the piece S4, above and below where it meets IIO squared to a certain extent and so close to these extensions that only a limited extent of oscillation of the spring attachment is permitted in relation to the buckle A. Then the harness-buckle A is attached to the shaft, the shape 4of the buckle, in conjunction with the spring attachment, is such that inturning the tendency is to press the shafts just a little outward, thereby rendering the chafmg of the horse impossible. So, also, when the horse, with harness, is detached from the shafts the stop connection between the shaft attachment and spring prevents the joint between the two from bowing in toward the horse and chafing him. The spring attachment in front of each buckle relieves the shoulder motion of the horse and relievesall jar to the horse by obstruction to the wheels in travel.

l The construction of the catch is as follows: D is the body, hollow for the purpose of receiving and holding the reciprocatory rod D2 of the latch. Around this rod is coiled the spring D6, which latter rests against an abutment D3 at the rear end of the bodyD. Near the front end is a collar D1, fixed thereon, and the spring is compressed by pulling back the rod D2. The rear end of the rod D2 is connected to or provided with a means for pulling back the rod, and this means is preferably a link D21, swiveled at D6 to the rod D2. The rod can be pulled by taking hold of this link or eye D21 by the hand or connecting to this link or eye D21 astrap or cord D7, extending back to the vehicle-body and having its rear terminal (or additional connections thereof) within reach of the occupant of the vehicle. The forward end of the body D has an enlarged hollow portion D8 open at D9 on the side toward the horse, and in this opening D9 is located the oscillatory catch D19, extending into the head D8, as shown, and pivotally connected to the body D by the pivot D12. The rear part of the catch-piece carries an extension or tail D12, which when the catch is closed rests against the front end of the latch-rod D2, as shown in Fig. 2. The front end of the catch D16 has a recess D11 to receive the vertical brace and has two jaws or extensions D15 and D16, which respectively bound this recess. When the catch is closed, the forward part of the jaw D15 is alongside of the adjacent front wall of the head D8 and the other jaw D16 is within the head D9, as shown, and the bar A6 of the buckle A is embraced between the catch and front wall of the head. There is a spring D17 of a coiled part and two limb parts, the coiled part located in and held in a recess D18 of the head, as shown. One limb of this spring rests in a recess D19 in the jaw D16 and bears elastical-ly against the latter, while the other bears against that part of the head which is opposite the opening D9. When the latch-rod D2 is drawn back, as in Fig. 3, the spring D17 throws the catch out and holds the latter open, as shown in Fig. 3. To lock the catch, the bar A5 of the buckle A is placed in the recess D11 and the buckle pressed, so that the bar A5 is pushed into the head D6. The bar A5 thus pressed carries with it the catch D16 by pressing jaw D16 still farther into the hollow of the head D19. v When the bar A5 and the catch have reached the position shown in Fig. 2, (which they will do almost instantly,) the spring D17 will be compressed, and the extension D1s of the catch being moved out from interference with the latch-rod D2 the latter will move forward toward pivot D12 and alongside of the extension D12, and thus lock it in position, thereby securely locking the latch in the position shown in Fig. 2. Thus the buckle A will be held to the catch, and the catch fixed in bodyD D8 will remain unmoved, and the body D D9 being duly fixed to the shaft the horse will draw the vehicle by his pull on the front end of the catch and will back the vehicle or hold it back on a descent by the bar pressing on the back side of lthe recess D14 of the catch. To hold the buckle A in the proper position relative tothe catch, shaft-harness, and horse, the hook D20 is provided and attached to that side of the catch next to the horse. In applying the buckle to the catch the bar A12 of the buckle is first brought within the embrace of the hook D29, and 'then the bar A5 is introduced into the recess ofthe catch and the latter locked upon and around the bar A6. Attention is called to the fact that the construction and arrangement of the parts are such that when the strain comes upon the buckle and catch from the breeching, as when the horse is backing the vehicle or holding it back, the pull is on the back part of the catch and in such a direction as not to open it, but to keep it closed. Thus this strain is taken by the parts in a safeand secure manner.

In opening the catch the latch-rod D2 is pulled back, and its forward end will leave the extension D13 of the catch free to move, and the spring D17 will open the catch. When the pull on the latch-rod is released, the latter will advance until the forward end strikes against the rear end of this extension D13 (see Fig. 3) and will stay there until the catch is closed, as aforementioned. Then the parts will again assume the position shown in Figs. l and 2.

There are various ways in which the catching and latching device may be attached to the shaft. I prefer to employ an exceedingly useful as well as novel means for this purpose, inasmuch as these means confer important advantages, hereinafter specified.

The body-piece D D8 is provided with lugs E E to rest on the shaft. Each of these lugs has a perforation E2, and thereby the lug can be fixed to the shaft by a bolt through the latter; but in my preferred mode I take a bar E2 and provide the under side with detcnts IOO IIO

E1, one detent for each lug. The detents respectively fit the perforations in the lugs. A depressed prominent portion E5 on the bar E fits down between the lugs and against the shaft. This portion E5'carries one or more teeth E6. The bar is clamped down to the shaft, the detents E4 in the lugs and the teeth E6 entering the shaft. The teeth prevent the bar from slipping on the shaft, and the bar holds the body D D8 of the catch-latch in place. By these means the latter can be moved along the shaft back or forth and then be quickly clamped in place to adapt it to be connected tothe harness of a long or short horse, as the case may be. The preferred clamp is the well-known cuff-clamp, having band E7aud cross-bar EB, (below shaft,) held to the screw extensions of the band by nuts E1. The top of the clamp sets in a depression E10 of the bar E3. When preferred, the bar E8 may be cast in one with the lugs E. It should also be noted that the bar E3 may be clamped on the shaft nearer to or farther from the inner edge of the latter. Thus the buckle may be kept at a proper distance from the side of the horse, be he thick or thin.

When desired, the tooth or teeth E6 may be on the lugs instead of on the bar.

The middle portion of the bar E may have end detents or shoulders E12. Between these the cuff-clamp may loosely fit, thereby making a close engagement therewith.

Within the lugs, and a tooth or teeth for engaging the shaft, ,substantially as and for the purposes specified.

3. The combination of the latch-catch, body D, D8, lugs E, and bar E3, engaging the lugs and having depression E10, and the tooth or teeth on its side next the shaft, substantially as and for the purposes specified. n

4. The combination of the body D, D8, hav ing the latch-catch, lugs E, bar engaging said lugs, and a device for engaging said shaft, and preventing the catch, dto., from slipping on the shaft, andv a suitable clamp, substan tially as and for the purposes specified.

5. The combination ofthe body D, D8, hav# ing the catch with latch, lugs, bar-engaging lugs and having shoulders E12 and part for engaging the shaft, and tooth, substantially as and for the purposes specified.

JOHN P.. BOYD.

Attesti WM. E. J oNEs', K. SMITH. 

